Introduction
When many people think of transit connectivity, they’re immediately drawn to systems involving wheels: buses, trains, vans, bikes, and more. But numerous communities employ less traditional – but no less effective – means of moving people to build connections between neighborhoods, destinations and services.
Here, we take a look at some of these unconventional modes and strategies, from bus rapid transit in Nashville and transit-oriented development in Orlando, to novel travel modes such as inclined planes, ferry systems and aerial trams.
When many people think of transit connectivity, they’re immediately drawn to systems involving wheels: buses, trains, vans, bikes, and more. But numerous communities employ less traditional – but no less effective – means of moving people to build connections between neighborhoods, destinations and services.
Here, we take a look at some of these unconventional modes and strategies, from bus rapid transit in Nashville and…

Introduction
Transit-oriented development (TOD) – typically defined as compact, mixed-use development within walking distance of a transit station – has emerged in recent years as a key strategy for fostering quality neighborhoods and reducing auto dependence. Despite the emphasis on TOD in many policy discussions, however, only limited information is available to help communities understand the likely development impacts of new transit investments. This report builds on a 2010 study by the Center for Transit-Oriented Development (CTOD), Rails to Real Estate: Development Patterns along Three Recently Constructed Rail Lines, to examine the opportunities and challenges involved in promoting TOD in different types of neighborhoods, and the strategies that may be appropriate to catalyze TOD depending on the neighborhood context. By examining development patterns and public investment strategies through the lens of “development context” or “neighborhood type,” this report…

Executive Summary
Introduction
Public transit agencies have employed intelligent systems for determining schedules and routes and for monitoring the real-time location and status of their vehicle fleets for nearly two decades. But until recently, the data generated by daily operations in the transit system were only available to managers and engineers inside agencies. Transit riders could consult static information when planning trips, primarily through printed or online timetables or maps. Where dynamic train or bus arrival predictions were accessible, riders could only see this information on fixed signs at transit stations or stops. With the popular adoption of smartphones and other mobile technologies transit riders gained the capacity to access information anywhere and at any time. Some transit agencies have responded by publicly releasing disaggregated data files for schedules and real-time feeds of vehicle locations. These agencies have thus empowered civic entrepreneurs to…

Why This Book?
Transit-oriented development can be used as a tool to support family-friendly communities and high-quality education. Transit-oriented development (TOD) is a mix of housing, retail and/or commercial development, and amenities in a walkable neighborhood with high-quality public transportation. Interest in TOD has grown across the country to achieve multiple goals, including:
Reduced automobile trips and greenhouse gas emissions;
Increased transit ridership and transit agency revenues;
The potential for increased and/or sustained property values near transit;
Improved access to jobs for households of all incomes;
Reduced infrastructure costs, compared to what is required to support sprawling growth;
Reduced transportation costs for residents;
Improved public health due to increased walking and biking;
Creation of a sense of community and place.
Recent TOD projects have often catered more to young professionals, empty nesters or other households without children, as these…

Executive Summary
The federal government, through various transportation acts, such as the Intermodal Surface Transportation Efficiency Act (ISTEA), the Transportation Equity Act for the 21st Century (TEA-21), and, more recently, the Safe, Affordable, Flexible, Efficient Transportation Equity Act—A Legacy for Users (SAFETEA-LU), has reinforced the need for integration of land use and transportation and the provision of public transit. Other federal programs, such as the Livable Communities Program and the New Starts Program, have provided additional impetus to public transit. At the state and regional level, the past three decades have seen increased provision of public transit. However, the public transit systems typically require significant operating and capital subsidies—75 percent of transit funding is provided by local and state governments.1 With all levels of government under significant fiscal stress, new transit funding mechanisms are welcome. Value capture (VC) is once…

I. Introduction
The Portland region has a successful history at achieving transit-oriented development and compact growth. It continues to outperform many of its peer regions when it comes to connecting jobs to transit, promoting alternative modes of transportation beyond the car, and promoting successful new compact development.
But, there is room for improvement throughout the region as a whole. Many areas outside of central Portland have not been able to generate momentum for infill and higher-density development and the creation of more walkable, livable neighborhoods. New development near transit and amenity-rich walkable communities remain priced out of reach for many households. Thus, the combined cost of housing and transportation burdens many families, and particularly low- and moderate-income families. Vehicle miles of travel (VMT) and greenhouse gas (GHG) emissions from transportation continue to be key environmental challenges in the region. The Metro TOD Program fills a…

Preface
More than $8 billion of new development has occurred in light rail station areas. A study of MAX Blue Line light rail station areas found that development occurring after light rail investment has an average development density or Floor Area Ratio (FAR) of 0.65 more than the average FAR for development outside of station areas. This means that for every 1,000 square feet of land area developed, station area taxlots realized an additional 650 square feet of building area. The rate of development within Blue Line station areas was 69 percent higher than elsewhere within a one-mile corridor extending along the light rail alignment. Low and moderate value lots within Blue Line station areas redeveloped at twice the redevelopment rate reported for low value lots outside of station areas.
Even as transit has become an amenity with value to a growing market segment, we continue to be mindful of the critical assistance transit can provide low income households. Through its joint…

Executive Summary
The “20-minute neighborhood” is often thought of as a place wherein daily needs can be met within a walkable area. With Portland•s recently adopted goal of increasing bicycle ridership to a 25% mode share by the year 2030, efforts to incorporate bicycles into this concept will become increasingly important. However, limited research has examined the mix of physical infrastructure and land uses that constitute a “bikeable” neighborhood or community. This paper explores a methodology for assessing a neighborhood•s bikeability based on its mix of infrastructure and destinations – essentially the 20-minute neighborhood for bicycles. The area of outer east Portland, an area east of 82nd Avenue with substantially lower bicycling rates than other Portland neighborhoods, is used as a case study and compared to an assessment of neighborhoods that are considered to be bike-friendly (downtown, inner-east and north Portland). The paper examines prior approaches to…

Executive Summary
Suburban multifamily housing is an often overlooked housing typology that is the fastest growing housing market in the country and holds strong potential for achieving smart growth goals in suburbia. This housing type is ubiquitous throughout all regions in the nation, is a widespread example of density in suburbia, and is typically located next to commercial uses. The proximity between suburban multifamily housing and commercial uses creates the potential for nodes of concentrated activity, mixed use, and the possibility of substantial non-auto transport in suburbia. While this potential exists, the design of this housing type often follows an enclaved pattern of development, negating any synergy, minimizing the possibility of non-auto transport, and denying any potential for sustainable development.
Through case studies of suburban multifamily development in Oregon, Arizona, Florida, and Massachusetts, this report looks at the specific ways in which regulation,…

Executive Summary
This project was designed to outline transportation chapters of a planned written history of Oregon land use planning, written in ways that would make the transportation planning profession relevant to a popular audience. The writing would focus on stories from the profession, and on historical facts and events in Oregon transportation planning history that would surprise or enlighten popular reading audiences. Technology transfer would occur through publication of one or more written pieces of work.
The result is a topical and historical tale entitled “A Brief Portrait of Multimodal Transportation Planning in Oregon and the Path to Achieving It, 1890-1974.”
Sources told stories with enthusiastic reference to past transportation events. The structure chosen was an interwoven collection of topical essays, arranged chronologically but skipping sideways, sometimes backward or forward, from stage to stage – national, metropolitan, state governmental, local – but…